Underframing for cars.



No. 778,932.V PATENTBD JAN. 3, 1905. H. 0. WILLIAMSON & H. PRIBS.

UNDBRFRAMING FOR GARS.

v APPLICATION rIL-ED SEPT. a4. 1904.

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UNDERPRAMING FOR CARS.

APPLIOATION FILED SEPT. 24. 1904.

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No. 778,932. PATENTED JAN. 3, 1905. H. C. WILLIAMSON & H. PRIELS.

UNDERPRAMING POR GARS.

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Zin/627%@ 29452/510777 UNITED i STATES Patented January 3, 1905.

PATENT EErcE.

HENRY C. WILLIAMSON AND HERMAN PRIES, OF MICHIGAN CITY,

INDIANA.

UNDERFRANIING FORYCARS.

SPECIFICATION forming part of Letters Patent N0. 778,932, dated January 3, 1905.

Application iiled September 24, 1904. Serial No. 225,824.

To all whom if may concern:

Be it known that we, HENRY C. WILLIAM- 4soN and HERMAN PRIEs, citizens of the United vtrated in the accompanying drawings, forming a part thereof.

This invention relates to the underframing and draft-rigging for freight-cars, and as to some of its features is especially adapted to cars having their underframing lower than the usual practice, the invention providing for the disposition of the draft-rigging at the standard or Master Car-Builders line.

The object of the invention is to provide a simple, strong, and easily-assembled underframing; and it consists of the structure hereinafter described and which is illustrated in the accompanying drawings, in which-- Figure 1 is a detail central vertical section through the underframing of a car. Fig. 2 is a detail plan section on the line 2 2 of Fig. 1. Figs. 3 and 4 are face views of the cheekplates. on the lines 5 5, 6 6, and 7 7, respectively, of Fig. 1; and Fig. 8 is a detail section on the line 8 8 of Fig. 2.

The body-holsters are represented at 10 11, the center sills at 12 12, an end sill at 13, and a dead-wood at 14. A pair of cheek-plates are applied to the inner faces of each of the center sills 12 12, at each end thereof, one pair being shown in the drawings (designated 15 16) and one member of the second pair being represented at 17. Each of these cheek-plates is provided with a longitudinal rearwardlyprojecting iange 18 near its lower edge,which underlaps and is secured to the sill. A vertical lateral iiange 19 projects from the cheekplate adjacent its forward end and binds the end of the sill and bears against the end sill 13. A toe-plate 20 projects forwardly from the flange 19, underlapping and being secured to the end sill.

An instanding vertical flange 21 at the eX- treme forward end of the cheek-plate serves Figs. 5, 6, and 7 are detail sections -as a guide for the draw-bar and the fender to protect the end sill from abrasion by it. The usual draft-shoulders 22 23 are formed on the inner face of each cheek-plate, serving as seats for the follower-plates 24 25. A backwardly-projectinglongitudinal flange 26 at the lower edge of the cheek-plate serves as a seat for the tie-straps 27 28, which prevent the spreading of the sills and serve as supports for the follower-plates 24 25.

The cheek-plates, as 15 and 17, attached to each of the center sills, are united by a strap 29, securely riveted or bolted thereto, and which binds and is secured to the inner face of the sill 12 adjacent its lower edge. This strap 29 is secured to the bolsters 10 and 1l by means of angle-plates, as 30, one leaf of which is riveted to the bolster and the other bolted to the strap 29 and sill. The cheekplates are preferably recessed, as indicated at 3l, in their rearward faces, so that the strap 29 may enter between the plate and the sill, and hence need not be bent.

The draft-rigging shown is in its general features the same as thatshown in Letters Patent No. 628,237, granted to us July 4, 1899, wherein the springs 32 33 are housed within a pair of interlinked U-shaped loops, the ends of which have a bearing against the front and rear follower-plates 24, respectively. The construction of the drawbar is now changed so as to accommodate springs of larger size than have heretofore been used, while still bringing the draw-bar within the requirements of established practice, which limits the size of its butt.

The tail-strap 34 of the draw-bar, which is of the customary U shape, has its ends offset inwardly, as shown at 35 36, and applied directly to the butt of the draw-bar and secured thereto by rivets, as shown at 37. A filling-block 38 is interposed between the sides of the tail-strap and bears against the end of the draw-bar butt and is secured in place by a rivet 39, passing through the sides of the tail-strap.

Heretofore in adapting draft-rigging for the use of springs of greater diameter than the recognized standard it has been the practice to fur out the butt of the draw-bar, thel sides of the tail-strap being straight. In this construction it was practically impossible to prevent play of the furring-blocks upon the draw-bar for the reason that the rivets invariably have a loose fit within the apertures in the draw-bar and the heading-u p of the rivets will not upset their bodies a sufficient distance from their ends to extend beyond the furringblocks, and consequently the plajT of the rivets within the butt of the draw-bar permits chafing of the furring-blocks upon its faces.

In the construction herein shown and described the necessity for furring-blocks is entirely obviated and the heading-up of the rivets will upset their bodies for a suiiicient distance to secure a tight fit within the draw-bar butt. The filling-block 38 transmits thrustpressure directly to the follower-plate and overcomes the tendency of the sides of the tail-strap to straighten at the points 35 and 36 under draft strains. The cheek-plates being secured to the inner faces of the center sills and extending but slightly below the latter. it is necessary to recess the end sill 13 in its lower face, as shown at 4l, for the accommodation of the draw-bar 40. To compensate forr this weakening of the end sill, a tie-strap 42 is secured to its under face, so as to cross its aperture.

We claim as -our inventionl. In an underframing for cars, in combination, center sills; end sills; and cheek-plates secured to the inner faces of the center sills, each of such plates having a longitudinal flange underlying and secured to the sill, a ange interposed between and bearing against the end of the center sill and the rear face of the end sill, and a toe-plate projecting under and secured to the end sill.y

2. In an underframing for cars, in combination, a pair of center sills; cheek-plates secured to the inner faces of the center sills adjacent their ends; and straps uniting the cheekplates of each sill and being secured to the inner face of the sill.

3. In an underframing for cars, in combination, a pair of holsters; a pair of center sills resting on the bolsters; cheek-plates secured to the inner faces of the center sills adjacent their ends; straps uniting the cheek-plates of each sill and being secured to the inner face of the sill; and an angle-plate attached to each strap and to each bolster.

4. In an underframing for cars, in combination, an end sill transversely recessed to accommodate a draw-bar; a strap secured to the lower face of such sill and crossing its recess; a pair of center sills; andfcheek-plates secu red to the adjacent faces of the center sills.

5. In an underframing for cars, in combination, a pair of center sills; cheek-plates secured to the adjacent faces thereof; a drawbar; a tail-strap in loop form having its ends secured directly to the butt of the draw-bar.

and its sides offset to widenits loop; and a filling-block interposed between its sides and. bearing against the butt of the draw-bar.

HENRY o. WILLIAMSON. HERMAN rains.

Witnesses:

S. L. HOLMAN, A. W. L. GILPIN. 

